Problemy Kolejnictwa – Zeszyt 174 (marzec 2017) 59

Technical Specification Energy 2015 – Harmonized Design of

Overhead Contact Lines
Thomas NICKEL1, Rainer PUSCHMANN2

Summary
The Technical Specification for Interoperability of the Energy subsystem of the railway systems in the European Union was
published in December 2014. This Technical Specification came into force on January 1, 2015 and replaced the individual
Technical Specifications for the interoperability of conventional and high-speed railway systems in force to date. The
document stipulates detailed rules for the design of the mechanical-kinematic gauge of the pantograph and the maximum
lateral deviation of contact wires. The harmonized stipulations result in planning data for contact lines which differ from
design values obtained previously. Furthermore the article identifies necessary supplements for the next Technical Speci-
fication for Interoperability of Energy subsystem.

Keywords: overhead contact line, interoperability, technical specification of interoperability, energy subsystem, conven-
tional railway, high-speed railway, mechanical kinematic gauge of pantograph, electrical kinematic gauge of pantograph,
supplements of Technical Specification for Interoperability of Energy subsystem

1. Introduction tions of the mechanical-kinematic pantograph gauge

also called pantograph limit gauge. For this purpose, the
On December 12th 2014 the European Union pub- new TSI ENE [22] contains detailed instructions for cal-
lished the Technical Specification for the Interoper- culation, which shall be used by all infrastructure man-
ability of the Energy Subsystem (TSI ENE) [22] in their agers in Europe and, therefore, harmonizes the national
Official Journal. The publication as a  Regulation does calculation rules used to date. The verification, of the
not require implementation into national law. The TSI mechanical-kinematic pantograph gauge is met forms
applies directly and has been in force since January 1st, a part of the EU certification of the subsystem Energy for
2015 [9]. The new TSI ENE combines the previous sepa- overhead contact lines as an interoperability constituent.
rate specifications for high-speed rail systems [2] and for
conventional rail systems [3]. The TSI ENE encompasses
planning, installation and operation of overhead contact
line systems within the Trans-European Network (TEN)
of the European Union. The origin of the TSI ENE and
their essential contents has been described in [16].
The European Railway Agency (ERA) commis-
sioned an investigation into the provision of stable
and reliable information on system design within the
member states because it realized that differing system
design tools used by European infrastructure manag-
ers pose a barrier between the countries of Europe.
The space to be kept free for the passage of the pan-
tograph and the usable contact wire lateral position on
the pantograph form essential interfaces between the Fig. 1. ICE 3 and overhead contact line type Sicat H on the
subsystems Energy and Rolling Stock [23] (Figure 1). The high-speed line Cologne – Frankfurt [Photo and Figures SPL
calculations of the interfaces are based on the specifica- Powerlines Germany]

1
Dipl. Ing.; SPL Powerlines Germany.
2
Dipl. Ing.; Expert Consultancy Germany; e-mail: rainer.puschmann@expert-consultancy.com.
60 Nickel T., Puschmann R.

2. Pantograph gauge kinematic pantograph gauge is created by adding the

individual electrical clearances to the mechanical-
2.1. General kinematic pantograph gauge, which corresponds to
the pantograph structure gauge.
The pantograph gauge determines the space to be
kept free for the unhindered passage of pantographs. electrical
minimum electrical-kinematic pantograph gauge bh',ele
Except for the contact wire, the steady arms and the clearance E'
wind stay, no other components are permitted within vehicle G'
the pantograph gauge. On each line on which differ- gauge A' mechanical-kinematic
pantograph gauge bh',mec
ent pantograph profiles are used the longest panto-
graph head determines the pantograph gauge.
The establishment of the pantograph gauge is based
on the calculation procedures for the structure gauge,
however also includes some specialities. In operation- structural gauge C
al condition the pantograph contacts the contact wire reference gauge B
continuously and therefore, the pantograph height maximum vehicle
varies. Accordingly, the height and consequently the G
gauge A

width of the pantograph gauge vary as well. E

real vehicle gauge

The structure gauge is determined according to TOR

standard EN 15273 part 1 [11], part 2 [12] and part 3
[13]. The first part of EN 15273 [7] deals with general
aspects which affect the infrastructure and the rolling
stock, then the reference gauges and the corresponding
standards. The second part [12] contains rules for the
calculation of the vehicle gauge, depending on the roll-
ing stock characteristics, on the chosen structure gauge
and the related calculation instructions. The third part
[13] contains calculation instructions for the structure
Fig. 2. Rolling stock gauge, reference gauge and infrastructure gauge
2.2. Calculation method
2.2.1. Mechanical-kinematic pantograph gauge
The width of the mechanical-kinematic pan-
tograph gauge at the lower and upper verification
points, respectively, results from [22]

bu i / a ,mec   bw  epu  Si/ a  qsi/ a   ju 

limitation lines, also called structure gauges, which are
necessary for the operation of railway rolling stock. (1)
max
The standard distinguishes between the responsibil-
ity of the infrastructure and rolling stock subsystems. The and

bo i / a ,mec  bw  epo  Si/ a  qsi/ a   ju max , (2)

reference gauge B as an interface separates the respon-
sibility of the infrastructure and rolling stock structures
(Figure 2). The infrastructure manager guarantees the
open passage for the rolling stock with pantographs
within the pantograph gauge while the rolling stock
manager ensures that the operating rolling stock stays
within the individual rolling stock gauges. Outside the
reference gauge, the structure gauge C is defined based
on the calculation rules according to EN 15273-1 [11].
The rolling stock gauge A is obtained using the calcu-
lation rules in EN 15273-2 [12] and starting from the
reference gauge B (Figure 2).
The individual reference gauge, the rolling stock gauge
and the structure gauge differ according to the calculation
method used. EN 15273-3 distinguishes between the stat-
ic, kinematic and dynamic calculation methods.
For determining the pantograph gauge the TSI
ENE [22] uses the kinematic calculation method,
which leads to the mechanical-kinematic pantograph
gauge. The electrical minimum clearances are not
taken into account when applying the calculation
method according to EN 15273-3 [13] and have to
be considered in addition by the infrastructure man-
ager. Within the area of the pantograph, the electrical
where
bw  half length of the pantograph head,
epu  pantograph sway at the lower verification
point,
epo  pantograph sway at the upper verification
point,
S’i/a  additional overthrow on the inside/outside of
the curve,
qs’i/a  quasi-static displacement (inside curve/out-
side curve),
∑ju  sum of additional margins covering random
phenomena at the lower verification point.
∑jo  sum of additional margins covering random
phenomena at the upper verification point.
According to EN 15273-3 the half length of the
pantograph head and the sway of the pantograph are
a  property of the rolling stock deviation designated
E’ of the gauge A, while the additional projection, the
deviation due to quasi-static inclination as well as the
randomly related lateral deviation is added as a devia-
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines
tion G’ to the infrastructure part of the gauge C (Fig-
ure 2). The gauge B’, designated as reference gauge in
TSI ENE, results from the sum of the half length of
the pantograph head and its sway [22]. For verifica-
tion at an optional variable height h’ the width of the
gauge is determined by interpolation
 h  hu   bo,mec  bu,mec 
bh, mec  bu, mec 
 h0  hu 
where
h  verification height,
h’u  height of the lower verification point,
h’o  height of the upper verification point,
b’u,mec  half width of the mechanical-kinematic pan-
tograph gauge at the lower verification point,
b’o,mec  half width of the mechanical-kinematic pan-
tograph gauge at the upper verification point.
2.2.2. Verification height
According to TSI ENE [22] the height at the lower
verification point is 5,0 m and the height of the upper
verification point is 6,5 m above top of rail. The real
verification height h is composed of
h  hFD  f s  f ws  f wa ,
where
hFD  nominal contact wire height,
fs  lift of the contact wire due to passing panto-
graph,
fws  inclination of the pantograph head,
fwa  wear of the pantograph contact strips.
The locally measured contact wire height should
be used as the nominal contact wire height. If no data
are available the planned nominal contact wire height
including the vertical installation tolerance may be
used. As an example, this is at maximum 100 mm [7]
for the standard contact line type Re200.
The lift of the contact wire at trespassing of a pan-
tograph has to be determined by measurements or
simulation. The lift at supports depends on the over-
head line design. For the standard Re200 design, the
simulated maximum lift at the support is approximate-
ly 100 mm [10]. In addition, the contact wire will be
uplifted around 100 mm [10] in the middle of the span.
The inclination of the pantograph head at an ec-
centric contact wire position and the wear of the con-
tact strip together may not exceed 60 mm according
to EN 50367:2012 [15] (Figure 3). The manufacturer
of the pantograph and the rolling stock manager are
responsible for meeting this requirement. For the
standard contact line Re200 design with 5,50 m stand-
ard contact wire height [20] the verification height, is
61
therefore, 5,76 m at support and 5,86 m in the middle
of the span.
a) contact wire
f wa
worn out collector strip
vehicle axis
, (3)
b)
contact wire
f ws
Fig. 3. Wear of the collector strip and skew of the pantograph
head: a) worn contact strip, b) skew of the pantograph head
2.2.3. Length of the pantograph head
The length of the pantograph head depends on the
type of pantograph used. In the TSI Rolling Stock [23]
three types of pantographs are defined having the
lengths 1 600 mm, 1 950 mm and 2 000/2 260 mm as
interoperable pantograph heads. On standard gauge
lines contact lines have to be designed for 1 600 mm
and/or 1 950 mm long pantographs.
(4) 2.2.4. Pantograph Sway
The sway of pantographs (Figure 4) also called ec-
centricity of the pantographs [11] or lateral deviation
of the pantographs due to rolling stock characteristics
[26] represents the rolling stock related limiting posi-
tion of the pantograph. For the rolling stock, it needs
to be theoretically verified, that the movement of the
pantograph will not be higher than the total permit-
ted assumed values and that all mechanical parts of
the pantograph stay within the reference gauge [11].
The sway of the pantograph follows from
e p  sp  z    , (5)
where
sp  transverse play between wheelset and body of
the vehicle,
z’  displacement due to quasi-static inclination to
be considered on the vehicle side,
υ  displacement due to transverse swing, position
tolerance and asymmetry of the pantograph.
The transverse play for the reference vehicle is de-
fined in EN 15273-1:2013 [11] as an all-inclusive value
sp  qr  wr  0,0375 m , (6)
where
qr  transverse play between wheelset and bogie
frame of the reference vehicle,
62 Nickel T., Puschmann R.

a) 170 b) 110

10
1 (blast)
2 (rounding ) 38 60 30 30 38 45 28

tolerance of position
transverse movement
quasi-static inclination

quasi-static inclination
asymmetry

transverse plays
transverse plays

asymmetry
tolerance of position
lateral displacement
pantograph centred permissible sway of
pantograph centred permissible sway of
to the track axis the pantograph
to the track axis the pantograph
Fig. 4. Parameters affecting the pantograph in case of swaying; dimensions in mm, a) upper verification point, b) lower verification point

wr  cradle transverse play between bogie and body whereas at the upper verification point the displace-
of the reference vehicle. ment is taken from UIC 505-5 [27]
The lateral displacement due to quasi-static incli- 0  tr   r   r  h0  hc0   0,070 m , (10)
nation of the vehicle results from EN 15273-1:2013
for the outside of curve
where
tr  lateral displacement of the pantograph under
s0
za   I 0  h  hc0  , (7) a load of 300 N,
L τr  manufacture and installation tolerance of the
pantograph,
and for the inside of curve θr  asymmetry due to the suspension adjustment of
the vehicle,
ht  installation height of the lower pantograph joint
s0
zi   D0  h  hc0  , (8) above top of rail,
L h’c0  height of the rolling centre of the vehicle above
top of rail.
where
s’0  flexibility for the pantograph gauge, The data for the parameters of the reference ve-
L  istance between the central axes of the rails of hicle used for the calculation are summarized in Ta-
a track, ble 1. The sway of the reference pantograph (Figure 4)
I’0  reference cant deficiency, is at the lower verification point
D’0  reference cant,
h’c0  rolling centre height above the top of rail. e pu  0,038  0,045  0,028  0,111 m , (11)
Reference cant and reference cant deficiency are
0,066 m each, whereby the same values for the quasi- and at the upper verification point
static inclination of the vehicle follow from (7) and (8),
inside and outside the curve. The displacement to be e p 0  0,038  0,060  0,070  0,168 m . (12)
considered on the vehicle due to quasi-static inclina-
tion results, therefore, at the lower verification point to
0,045 m and at the upper verification point to 0,060 m. After rounding, these values coincide with the
The displacement due to transverse swing, toler- reference parameters given in TSI ENE [22]. How-
ance of position and asymmetry of the vehicle is, ac- ever, the calculation of the sway of the pantograph
cording to EN 15273-1:2013 [11], taken as the geo- according to UIC 505-5 [27] does not comply com-
metrical sum at the lower verification point: pletely with the calculation methods according to
EN 15273-1:2013 [11] since according to EN 15273-
2 1:2013 a  probabilistic mathematical approach is
 h  h 
u   tr  u c    2    hu  hc0    0,028 m ,
2
used for the effects of transverse swing, position
 h0  hc  tolerance and vehicle asymmetry, also for upper
(9) verification point. Therefore, EN 15273-3 uses also
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines 63

at the upper verification point the geometrical sum

according to equation (9) for the displacement due
to transverse swing, position tolerance and asym-
metry of the vehicle.

Table 1
Reference parameters Fig. 6. Position of the wheel axis in a track with extended track
Parameter Value Source gauge; dimensions in mm

D0 0,050 m UIC 505-5 [27] The additional swing is

D’0 0,066 m TSI ENE [22], 4.2.10
2,5 l  1, 435
epo 0,170 m TSI ENE [22], 4.2.10 Si/ a   , (13)
R 2
epu 0,110 m TSI ENE [22], 4.2.10 where
h’c0 0,500 m TSI ENE [22], 4.2.10 R  horizontal curve radius,
L  track gauge, the tolerances and wear agreed upon
h’o 6,500 m TSI ENE [22], 4.2.10 included.
ht 4,005 m UIC 505-1 [25], A.1.2 The permissible maximum values for the track
h’u 5,000 m TSI ENE [22], 4.2.10 gauge depend on the maintenance rules of the infra-
structure manager and are not standardized within
I0 0,050 m UIC 505-5 [27] Europe. In Germany, the track gauge, according to
I’0 0,066 m TSI ENE [22], 4.2.10
the railway installation and operation regulation
(EBO) [6] may not exceed 1 465 mm at main tracks
l 1,470 m EBO, §5 [6] and 1 470 mm at secondary tracks.
L 1,500 m EN 15273-3 [13], Table G.1
2.2.6. Quasi-static effect
qr + wr 0,0375 m EN 15273-3 [13], Table G.1 The quasi-static effect results from the swaying
movements of the vehicle under the action of the lateral
s0 0,400 UIC 505-5 [27] acceleration on the sprung masses due to the gravitation
s’0 0,225 TSI ENE [22], 4.2.10 or to the centrifugal force not compensated by the cant
(Figure 7). This effect is taken into consideration by the
tr 0,030 m EN 15273-3 [13], Table G.1 infrastructure manager [11] as a function of the cant and
the cant deficiency if the values are higher than the refer-
θr 0,005 rad EN 15273-3 [13], Table G.1
ence cant or the reference cant deficiency, respectively.
τr 0,010 m EN 15273-3 [13], Table G.1
a) b)
qs'a qs'
i

2.2.5. Additional overthrow

The additional overthrow results from the position
of the vehicle on a curved track (Figure 5) and on the
track due to locally existing extensions of the track gauge
because of tolerances and occurrence of wear (Figure 6).

reference
vehicle pivot
pantograph in rails
front of pivot
vehicle overthrow S'a
outside curve S'i
hc

hc

S' a
pantograph in
u

vehicle overthrow S' i between pivot

inside curve reference gauge B
Fig. 7. Displacement due to quasi-static inclination: a) vehicle
track axis inclination outside curve during running in a curve with a cant
Fig. 5. Position of the vehicle in a curve. Stellung eines Fahrzeugs deficiency, b) vehicle inclination inside curve at stand-still in
im Gleisbogen a canted track
64 Nickel T., Puschmann R.

The displacements due to quasi-static effects result Coefficient

from The coefficient takes care of the low probability of
a simultaneous occurrence of the limit values of os-
s0
qsi   D  D0 0  h  hc0  , (14)
cillations and asymmetries. Due to EN 15273-1:2013
[11] it is not probable, that the sum of the limit values
L
considered within the calculation will be exceeded by
and 20%. The violation of the pantograph gauge is consid-
ered as less important than the violation of the vehicle
s0
qsa   l  l0 0  h  hc0  , (15) gauge, the coefficient is taken as k = 1,2 for the calcu-
lation of the sum of random-related displacements of
L
the vehicle and as k = 1,0 for the displacement of the
where pantograph [13].
S’0  flexibility taken into account for the pantograph
gauge, Transverse displacement of the track
L  distance between rail centres of the track, The track position may change in between two in-
D  cant of the track, spections due to the effects of the train operation. The
D’0  reference cant, maximum transverse displacement depends on the
I  cant deficiency of the track, maintenance conditions
I’0  reference cant deficiency
h‘c0  rolling centre height above top of rail. b1  Tvoie , (17)

2.2.7. Sum of the random-related displacements where

Calculation method
The sum of the random-related displacements
takes into account the effects resulting from the ran-
domly occurring phenomena [13]:
 Transverse displacement of the track between two
consecutive track maintenance procedures,
 Transverse height defects of the track between two
consecutive track maintenance procedures,
 Vehicle vibrations due to irregular track positions,
 Asymmetry due to installation tolerances of the
vehicle suspension and non-uniform distribution
of the load.
Due to the low probability of the coincidence of
the maximum tolerances the sum of the random-re-
lated lateral displacements is calculated with the geo-
metric average and a coefficient [13]:
 j  k  b  b  b  b  b ,
1
2 2
2
2
3
2
4
2
5 (16)
Tvoie  transverse displacement of the track.
These effects may be neglected if the permanent
way does not allow displacements towards structur-
al systems as is the case of non-ballasted permanent
ways [11].
Transverse height deficiency of the track
The transverse height of the track may deviate
from the planned value due to maintenance tolerances
and the operational load of the trains. The transverse
height deficiency results on one hand in a geometric
effect, that is the reference line to the track rotates
with a  certain angle relatively to the track axis and,
on the other hand, in a quasi-static effect due to the
elasticity of the suspension. All together the displace-
ment will be
s
 h  0  TD  h  hc0  ,
TD
b2  (18)
L L

where
k  coefficient,
Δb1  lateral displacement of the track,
Δb2  displacement due to a  transverse height defi-
ciency of the track,
Δb3  displacement due to vehicle vibrations because
of irregularities of the track position,
Δb4  displacement due to asymmetry of installation
tolerances of the vehicle suspension,
Δb5  displacement due to asymmetric distribution
of the load on the vehicle.
where
TD  transverse height defect of the track.
Vehicle vibrations generated by track unevenness
Vehicle vibrations are generated by unevenness of
the track position mainly in case of ballasted perma-
nent way. Their amplitude depends on the track qual-
ity, the suspension characteristics and the speed of the
vehicle. As far as these effects need to be considered
at structurally, the vibrations are expressed by corre-
sponding cant deficiencies
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines 65

Table 2
Sum of the randomly-related displacements according to EN 15273-3:2013 [13]
Ballasted track
Unit
Parameter Very good track quality Other tracks Unballasted track
km/h v ≤ 80 v > 80 v ≤ 80 v > 80
Tvoie m 0,025 0,025 0,025 0,025 0,005
TD m 0,020 0,015 0,020 0,015 0,005
Tosc m 0,039 m 0,039 0,065 0,065 0,039
Tcharge degree 0,77° 0,77 0,77° 0,77 0,77
Tsusp degree 0,23° 0,23 0,23° 0,23 0,23
k  1 1 1 1 1
∑ ju m 0,108 0,094 0,114 0,101 0,071
∑ jo m 0,141 0,123 0,149 0,132 0,095

s0 well as between two areas of speed and track quality.

b3   Tosc   h  hc0  , (19) The values and random-related displacements result-
L ing thereof at the lower and upper verification height
are summarized in Table 2. In Germany, EBO [6] de-
where scribes values for the sum of the random-related dis-
Tosc  theoretical transverse height deficiency of the track placements. These data are given in Table 3.
as a basis to calculate the displacements due to vi-
brations generated by track position irregularities. Table 3
Randomly related displacement according to EBO [6],
Asymmetry all dimensions in m
The vehicle is not symmetric to the track axis due Fixed track and cant or
to adjustment tolerances of the suspension and non- Not fixed Fixed
Parameter transverse height deficiency
uniform load distribution but displaced. The displace- track track
≤ 5 mm
ments resulting thereof are
∑ ju 0,079 0,073 0,025
b4  tan Tsusp    h  hc0  , (20) ∑ jo 0,099 0,095 0,032

and
b5  tan Tcharge    h  hc0  ,
where
Tsusp  asymmetric angle due to not precise adjust-
ment of the suspension,
Tcharge  asymmetric angle because of unfavourable
load distribution.
Data
Since the sum of the random-related displacements
depends on the maintenance conditions of the infra-
structure manager, uniform values do not exist for
this data in Europe. EN 15273-3:2013 [13] contains
recommendations for the coefficients to determine the
allowances for the calculation of the mechanical-kine-
matic reference gauge. In this case, it is distinguished
between ballasted tracks and unballasted tracks as
A comparison of the data based on the recom-
(21) mended coefficients according to EN 50273-3 [13]
and the values according to EBO reveals that accord-
ing to EN 50273-3 values at least higher by a  factor
of 1,2 are stipulated. EBO does not give reasons for
the values, however, they can be confirmed empiri-
cally: For the operational tolerances of the permanent
way other values apply for the German railway system
according to the DB Network Directive 821 [4] than
those recommended by EN 15273-3 [13].
In the DB Network Directive 821 [4] it is stipulated
that differences within ±15 mm between the actual cant
and the planned value are acceptable for all types of
tracks and speeds. According to EBO, the consideration
of vehicle vibrations caused by track unevenness is based
on an excellent track quality. According to this regula-
tion a cant deficiency of 39 mm needs to be assumed in
order to model the effects of track unevenness.
66 Nickel T., Puschmann R.

Additionally, the sum of the asymmetry angles of The data for the randomly-caused lateral displace-
the vehicle due to manufacturing tolerances, suspen- ments according to EBO [6] apply to speeds up to
sion adjustment and non-uniform vehicle loading is 160 km/h. The values according to EN 15273-3:2013 [13]
not considered by the reference value 1, since vehi- can be used without any limitation caused by the speed.
cles with pantographs are equipped with a stiffer sus-
pension. The flexibility will be 0,225 for vehicles with 2.2.8.Pantograph gauge
pantographs on the roof. Therefore, the angles to de- Using the impacts described in the sections 2.2.1
termine the asymmetry are to 2.2.7 for the determination of the mechanical-kin-
ematic pantograph gauge and assuming that the cant
s0 0, 225 is always greater than the cant deficiency the quasi-
  Tsusp 
Tsusp  0, 23   0,13 (22) static displacements will be
s0 0, 400
qsi  s0  D  D0  0  h  hc0  / L 
and
 1,5  D  0,066  0  h  0,5  , (24)
s0 0, 225
Tch arg e  Tch arg e  0,77   0, 43. (23)
s0 0, 400
and the mechanical-kinematic pantograph gauge re-
sults from
This procedures coincides with the stipulations ac-
cording to DIN EN 15273-1:2013 [11]: Since a stiffer ve-
2,5 l  1, 435
hicle is assumed the maximum value of neither Tosc nor of bh, mec  bw    1,5  D  0,066  0  h  0,5  
Tcharge and nor ofTsusp need to be considered for the reference R 2
vehicle having s0 , but the interpolated values proportional  h  5,0 
to s/s0 are since a less stiff vehicle will vibrate more severely   0,11   ju    0,17   j0    0,11   ju    .
 1,5 
and will be inclined more than a more stiff vehicle.
Under consideration of the mentioned coefficients (25)
the randomly caused displacements for a  non rigid
track at the lower verification point are 2.3. Standard gauge
b1  0, 25 m , The standard gauge is the gauge to be used for the
infrastructure having a constant cross section and is
0,015 0, 225 designed for the most unfavourable case. The limiting
b2   5,0   0,015 m   5,0 m  0,5 m   lines of the standard gauge profile GC according to
1,500 1,500
EN 15273-3:2013 [13] and according to EBO [6] have
 0,060 m , been calculated for track radii of ≥ 250 m and a cant
≤ 160 mm.
0, 225 The widths of the standard gauge for electrified
b3   0,039 m   5,0 m  0,5 m   0,026 m , lines according to EBO are given in Table 4 depending
1,500 m
on the working height of the pantograph. In this case,
it has to be observed that the electrical minimum
b4  tan  0,13    5,0  0,5   0,010 m , clearances for 15 kV have already been considered.

Table 4
b5  tan  0, 43    5,0 m  0,5 m   0,034 , Dimensions of the standard gauge of overhead contact
lines according to EBO [6], all dimensions in m
Working
 0,025   0,060    0,026   5,3< h ≤ 5,5 < h ≤ 5,9 < h ≤
2 2 2
height of the h ≤ 5,3
 ju  1,0   0,079 m, pantograph
5,5 5,9 6,5
  0,010    0,034 
2 2

bEBO 1,430 1,440 1,470 1,510

and summarized at the upper verification point
 0,025   0,079    0,035
2 2
 j0  1,0 
  0,014    0,045 
2 2
The standard gauge has to be kept free of hindranc-

2
es for an unhindered passing of the pantograph. At
 0,101 m. constraints the pantograph gauge can be determined
for the individual case if some components such as the
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines
hook end fitting of the steady arm, the drop bracket
or a displaced insulator approach the standard gauge.
A violation of the pantograph gauge by infrastructure
components is not permitted.
2.4. Bevel of corners
The geometry of the pantograph with the contact
horns is accommodated by the pantograph gauge by
bevelling of the corners. The bevelling starts in each
case at the outer limit line at the verification height in
direction of the pantograph axis and from this refer-
ence point downwards.
Figure 8 shows the bevels for the pantograph lengths
1 600 mm and 1 950 mm. The dimensions in blue are
valid for the 1 600 mm long pantograph and defined in
EN 15273-3:2013 [9] and for the 1 950 mm pantograph
in EBO [6]. The dimensions shown in red result from
the real geometry of the pantograph head [15].
a)
50
40°
00
R3
R58
975
b h', mec
305
b)
30°
00
R4
50
R1
800
b h', mec
Fig. 8. Bevelling of pantograph gauges; dimensions in mm:
a) 1 950 mm pantograph head b) 1 600 mm pantograph head
3. Useable contact wire lateral position
3.1. General
In order to minimize the wear of contact strips
the contact wire is installed with a  changing lateral
position relative to the track axis. Under operational
conditions the contact wire moves horizontally on the
contact strips of the pantograph. In Germany, there is
no stipulation for the minimum lateral movement of
the pantograph related to the movement of the vehi-
cle. Under the given conditions and the mechanical
tolerances, the horizontal displacement of the contact
wire and the pantograph may never lead to a derail-
67
ment of the pantograph head. The contact wire may
also not leave the working length of the pantograph
under the action of wind. If the working length of the
pantograph is reduced by the horizontal total move-
ment of the pantograph as the sum of E‘ and G‘ the
useable contact wire lateral position results (Figures 2
and 9), which is also called maximum horizontal dis-
placement of the contact wire in [22].
bh',mec
enutz E'+G'
h'
hFD
w aü bwc bw
bw
w aü bwc bw
Fig. 9. Relation between the pantograph gauge and the useable
contact wire lateral position
00
In Europe, there are differing rules to determine
the useable contact wire lateral position. The TSI ENE
[22] stipulates now a  standardized, harmonized cal-

340
culation procedure.
3.2. Calculation procedure
3.2.1. Useable contact wire lateral position
The useable contact wire lateral position depends
on the horizontal movement of the pantograph head
related to the track axis and, therefore, is directly re-
176
lated to the pantograph gauge which already consid-
300
ers the displacements of the pantograph.
The useable contact wire lateral position is, there-
fore, calculated by considering the horizontal to-
tal displacement of the pantograph and its working
length according to [22]:
enutz  bw,c  bw  bh ,mec , (26)
where
bw,c  half working length of the pantograph head,
bw  half length of the pantograph head,
b’h,mec  half width of the mechanical-kinematic pan-
tograph gauge.
The TSI ENE [22] contains a faulty mathematical
operator. The minus sign in equation (26) has been
printed incorrectly as a positive sign in TSI ENE [22],
section D.1.4. This mistake was corrected in [1]. Ad-
ditionally, the Figure D.1 in TSI ENE [22] (see Figure
10) is incorrect as well: when presenting the deriva-
tion of the pantograph central axis Yʺ the additional
projection S′ needs to be added to qs′ + ∑j. This mis-
take has not yet been corrected.
68
Caption:
Y: Centre line of the track,
Y′: Centre line of the pantograph – for deriving the free passage
reference profile,
Y″: Centre line of the pantograph – for deriving the mechanical
kinematic pantograph gauge,
1: Pantograph profile,
2: Free passage reference profile,
3. Mechanical kinematic gauge.
Fig. 10. Pantograph mechanical gauges according to TSI ENE
Figure D.1 [22];
The useable contact wire lateral position depends,
therefore, on the radius, the cant and the cant deficiency
and the working height of the pantograph as shown by
the calculation of the mechanical-kinematic pantograph
gauge. When determining the working height, the up-
lift at mid-span needs to be considered when calculat-
ing the useable contact wire lateral position. Addition-
ally, the useable contact wire lateral position is limited to
400 mm in case of the 1 600 mm long pantograph and to
550 mm in case of the 1 950 mm long pantograph [22].
3.2.2. Working length of the pantograph head
For the determination of the working length of
interoperable pantographs the stipulations of the TSI
Rolling Stock [23] are decisive. There, reference is made
to EN 50367:2012 [15], where the working lengths for
the 1 600 mm long head is defined with 1 200 mm in
Figure A.6 (see Figure 11a) and for the 1 950 mm long
pantograph head with 1 550 mm in Figure A.7 (see Fig-
ure 11b). The working length of the pantographs con-
sists of electrically conducting material.
The DB Net Directive 997.0101 [5] stipulates the
working length of the 1 950 mm pantograph head as
1 450 mm. The contact range defined as the conduct-
ing range of the head within which the contact wire
may move under consideration of all effects is defined
by Ril 997.0101 [5] as half of the pantograph length
reduced by 150 mm for the head projection. The con-
tact range, therefore, results as 1 650 mm.
Nickel T., Puschmann R.
800 2
a)
30°
300
R1000
00
R4
0
R15
200 1 1200 3
10
480
1600 4
1 horn made of insulating material (projected length 200 mm)
2 minimum length of the contact strip 800 mm
3 working zone (equivalent to conducting range) of pantograph head 1 200 mm
4 pantograph head length 1 600 mm
725 5
b) 515
415
50
18
0
R30
40°
340
R1000
1000 2 R58
200 1 1550 3
1950 4
1 horn made of insulating material (projected length 200 mm)
2 minimum length of the contact strip 1 000 mm
3 working zone (equivalent to conducting range) of pantograph head 1 550 mm
4 pantograph head length 1 950 mm
5 working zone of pantograph head 1 450 mm
Fig. 11. Profiles for interoperable pantograph head according to
EN 50367. a) Figure A.6, b) Figure A7 [14]
When the working length of the pantograph head
is conducting, the working length and the contact
range are identical. For the 1 950 mm long pantograph
head, half of the working length according to [15] is,
therefore, 775 mm which corresponds to 200  mm
pantograph projection. The calculation needs to be
based on this value because then the pantograph pro-
jection is identical with that of the 1 600 mm panto-
graph head. If otherwise, the 1450 mm working range
is adopted according to 997.0101 [5] the useable con-
tact wire lateral position is unnecessarily reduced by
50 mm, which would result in 5 m shorter longitudi-
nal spans.
3.3. Impact of the reference cant
When calculating the reference gauge standard
EN 15273-1 [11] distinguishes between the respon-
sibilities on the vehicle side and on the infrastructure
side. The portion E of the displacements is considered
when establishing the vehicle gauge and the portion
G in case of the infrastructure gauge (Figure 2). The
interface between the two responsibilities is given by
the reference gauge B.
Displacements which occur due to the inclination
of the vehicle resulting from the quasi-static effects are
part of the rolling stock manager’s responsibility and
also need to be considered partly by the infrastructure
manager. The reference cant and the reference cant
deficiency form thereby the interface between these
responsibilities. The rolling stock manager considers
all displacements due to quasi-static effects up to the
reference cant and to the reference cant deficiency
while the infrastructure manager takes responsibility
only for cants and cant deficiencies above the refer-
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines
ence cant and the reference cant deficiency as addi-
tional quasi-static displacements.
According to commitments agreed upon, the roll-
ing stock manager is responsible for verifying analyti-
cally that no part of the vehicle exceeds the reference
gauge. Thereby, the kinematic reference gauge consid-
ers in addition to the displacements from quasi-static
inclination, also the transverse plays as well as instal-
lation tolerances (see section 2.2.4). As a basis for the
calculation of the kinematic reference gauge the data
for a reference vehicle according to EN 15273-3, Table
F.2 [13] apply.
When designing a  new vehicle the manufacturer
of the vehicle may choose which parameters, for ex-
ample, for the transverse play or the flexibility may
be adopted, as long as the sum of vehicle body width
and displacements do not exceed the reference gauge.
For example the vehicle manufacturer may develop
a relatively weakly suspended vehicle with high flex-
ibility and on the other hand accept a reduction of the
vehicle body or reverse, the manufacturer of the vehi-
cle intends to design an especially wide vehicle body
whereas the lateral displacements are reduced by an
especially hard suspension [27].
The freedom with development of rolling stock is
only possible by applying the kinematic calculation
methodology. In case of the static calculation method
used so far the infrastructure manager had to take into
account all the dynamic effects when calculating the
infrastructure gauge. The feature of the suspension did
not have any effect on the rolling stock gauge and each
vehicle, therefore, had approximately the same vehicle
body width. An example for the optimum use of the
kinematic reference gauge is formed by the develop-
ment of the coaches of the first ICE generation [18].
For the reference cant and the reference cant defi-
ciency over all values of 0,050 m for the calculation of
the infrastructure gauge and the value 0,066 m for the
calculation of the pantograph gauge were stipulated.
The value 0,050 m for the infrastructure gauge
comes from its historical use in the Gotthard-Base-
Tunnel, since a higher value would have led to a wider
reference gauge and, therefore, a wider infrastructure
gauge which would have required a greater distance
between the adjacent tracks [17]. In order not to limit
use of the Gotthard-Base-Tunnel as an important in-
ternational transit route and to avoid expensive re-
construction, assumed value 0,050 m was excepted.
For calculation of the additional quasi-static displace-
ment and the pantograph gauge the TSI ENE [22]
uses an lump reference cant and a reference deficiency
of 0,066 mm. Probably, this data was caused by a low-
er flexibility of vehicles with pantographs compared
with vehicles without pantographs. A more detailed
reason of this value could not be found neither within
the standards nor the technical literature.
69
This stipulation resulted in the fact that the me-
chanical-kinematic pantograph gauge always consid-
ers a  quasi-static displacement of the vehicle bodies
resulting from cants and cant deficiencies equal to the
agreed overall values also in the case that the vehicle
runs on a straight track without cant, where a cant de-
ficiency cannot occur.
In case of a  mechanical-kinematic pantograph
gauge the real overall movement of the pantograph is
not considered but always a  vehicle inclined at least
by the reference cant. Therefore, the consequence is
that the calculation of the useable contact wire lateral
position is not based on the real lateral movement of
the pantograph but on the theoretical displacement
taking into account the agreed overall values of the
reference cant and the reference cant deficiency. These
data were basically chosen for the definition of the
structure gauge and the vehicle gauge.
In case of line sections with cants and / or cant de-
ficiencies less than the reference cant or the reference
cant deficiency the useable contact wire lateral posi-
tion is unnecessarily limited.
In order to consider the real displacements of the
pantograph for the calculation of the usable contact
wire lateral position, the reference cant and the ref-
erence cant deficiency should not be considered and
both values should be defined by 0,0 m in this case.
This stipulation leads to the fact that the pantograph
sway according to equations (11) and (12) will be re-
duced by the displacements of the quasi-static inclina-
tion to be taken into account for the vehicle and will
be 0,065 m at the lower verification height as well as to
0,110 m at the upper verification height.
In the former calculation methodology to de-
termine the useable contact wire lateral position
according to TSI ENE HS [2] with reference to EN
50367:2006 [14] or UIC 606-1 [28] the reference cant
and the reference cant deficiency were not considered.
3.4. Useable contact wire lateral position with
or without reference cant
For the case Iʹ0 = Dʹ0 = 0,066 m according to [22]
the useable contact wire lateral position results from
2,5 l  1, 435
euse  bw,c  e  1,5  D  0,066  0  h  0,5  
R 2
 h  5,0 
  0,11   ju    0,17   j0    0,11   ju    .

 1,5 
(27)
For the case I’0 = D’0 = 0,0 m the useable contact
wire lateral position results to be
70
2,5 l  1, 435
euse  bw,c    1,5 Dh  0,075 D 
R 2
 h  5,0
  0,065   ju    0,11   j0    0,065   ju    .
 on the contact wire height, the cant and the cant defi-
 1,5
In Table 5 a numeric example for a straight track
without cant with randomly caused displacements
according to EBO as well as with the parameters ac-
cording to Table 1 with and without consideration of
the reference cant is carried out. It can be seen that
the difference in results of both calculations sums up
to 60 mm. Therefore, in a straight track, for example,
spans shorter by 8 m result for the overhead contact
line type Re200. Additionally, it can be seen that the
limiting value of 400 mm for the 1 600 mm long pan-
tograph even in the most unfavourable case that is
straight line without cant will not be reached in case
of consideration of the reference cant. The same ap-
plies for the 1 950 mm long pantograph which equates
to 525 mm useable contact wire lateral position when
taking into account the reference cant at 5,86 mm ver-
ification height but not to 550 mm as accepted so far.
4. Effects on overhead contact line systems
Commencing on 1 January 2015 the TSI ENE [22]
forms the basis for planning of overhead contact lines
on all types of lines of the trans-European railway
system. By harmonizing the calculation rules for con-
ventional railway system and the high-speed railway
system the TSI ENE represents an important step
towards further harmonizing the European railway
system. The calculation of the mechanical-kinematic
pantograph gauge and the useable contact wire lateral
position, from this date needs to be done according to
the calculation rules stipulated in TSI ENE [22] and in
EN 15273-1 [11].
Also from this date onwards a system design using
the stepped curve according to Ebs 02.05.49 [8] is no
Useable contact wire lateral position with and without reference cant; all dimensions in m
Verification Pantograph type 1600 mm
height h D′0 = I′0 = 0,066 D′0′ = I′0 = 0,000
5,00 0,396 0,441
5,52 0,368 0,418
5,86 0,350 0,404
6,50 0,316 0,376
Parameter according to Table 1, randomly related displacements according to Table 3 (not fixed track), without constraints.
Nickel T., Puschmann R.
longer considered accepted state of the art. According
to TSI ENE [22] the useable contact wire lateral posi-
 tion does not only depend on the curve radius but also

ciency. These effects have not been considered so far in
(28) the regulation of DB. Within the DB Network Directive
997.0101 [5] it is, therefore, stated that the stipulations
of the directive 96/48/EG for the interoperability of
the trans-European high-speed railway system are not
considered by the above mentioned DB directive.
The pantograph gauge and the useable contact
wire lateral position depend on parameters, which so
far have not yet been harmonized within Europe. This
applies especially to the permitted tolerances and lim-
its for the track position established by the individual
infrastructure managers.
For system design there should be a  distinction
between the calculation of the mechanical-kinematic
pantograph gauge and the useable contact wire lateral
position. On this basis the simplified formulae (25)
and (27), respectively, can be applied analogously to
the L2 equation in EN 50367:2006 [14] or TM 2011-
154 [24] and may be used as a planning basis for over-
head contact lines [21].
5. Suggestions for supplementing the TSI
Energy
5.1. Reference parameters
For future issues with the TSI ENE the reference
parameters for the determination of the useable con-
tact wire lateral position should be adjusted to the
track geometry, that is, as explained in clause 3.3, that
the reference cant within straight lines should be as-
sumed as 0,0 and the sway of the pantograph should
be reduced accordingly.
In addition, as explained in clause 2.2.3 the geo-
metric sum should also be used for the determination
of pantograph sway at the upper verification point.
The useable contact wire lateral position, therefore,
Table 5
Pantograph type 1950 mm
Difference D′0 = I′0 = 0,066 D′0 = I′0 = 0,000 Difference
0,045 0,571 0,616 0,045
0,050 0,543 0,593 0,050
0,054 0,525 0,579 0,054
0,060 0,491 0,551 0,060
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines
would be up to 30 mm wider and, for example, would
permit three Meter longer spans in case of the over-
head contact line type Re200, without limiting the
reliability of the interaction of pantograph and over-
head contact line.
5.2. Limitation of the useable contact wire
lateral position
The calculation of the useable contact wire lateral
position refers to a specified contact wire height. The
lower the verification height, the wider the permissible
useable contact wire lateral position. In TSI ENE [22]
the useable contact wire lateral position, however, is
limited to 0,400 m for operation with the 1 600 mm
long pantograph and to 0,550 m for operation with
the 1 950 mm long pantograph regardless of the con-
tact wire height, which is not a reasonable procedure.
In case of lower contact wire heights, higher values for
the useable contact wire lateral position are possible
as revealed in Table 5. Without this limitation longer
spans would be possible resulting in lower capital
costs and reduced maintenance expenditure.
5.3. Randomly-caused displacements
In Europe individual infrastructure managers may
establish the tolerances for track quality to determine
the randomly caused displacements according to EN
15273-3:2013 [13].
Thereof, according to the calculation methodology
established by the TSI ENE for the pantograph gauge,
therefore for the useable contact wire lateral position
differing results are obtained [19]. This contradicts to
the concept of harmonization within the European
railway system. Therefore, the tolerances for the track
quality should be established uniformly for Europe
or the randomly-related displacements for the calcu-
lation of the pantograph gauge should be stipulated
which cover the most unfavourable applications.
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72 Nickel T., Puschmann R.

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Stromabnehmerwippe nach DIN EN 50367:2006,
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27. UIC-codex 505-5:2010: History, justification and
commentaries on the elaboration and develop-
ment of UIC leaflets of the series 505 and 506 on
gauges. UIC, Paris.
28. UIC-codex 606-1:1987: Consequences of the ap-
plication of the kinematic gauge defined by UIC
Leaflets in the 505 series on the design of the con-
tact lines. UIC, Paris.

Techniczna specyfikacja Energia 2015 – zharmonizowany projekt sieci trakcyjnych

Streszczenie
W grudniu 2014 roku opublikowano Techniczne specyfikacje interoperacyjności podsystemu „Energia” syste-
mu kolei w Unii. Specyfikacja weszła w życie od 1 stycznia 2015 roku i zastąpiła dotychczasowe specyfikacje do-
tyczące kolei konwencjonalnych i kolei dużych prędkości. Dokument określa szczegółowe zasady projektowa-
nia mechanicznej skrajni kinematycznej pantografu i maksymalne odchylenie poprzeczne przewodu jezdnego.
Zharmonizowane postanowienia skutkują planowaniem danych dla przewodów trakcyjnych, które różnią się
od wcześniej projektowanych uzyskiwanych wartości. Ponadto, artykuł określa niezbędne suplementy do kolej-
nej technicznej specyfikacji dla zapewnienia interoperacyjności systemu energetycznego.

Słowa kluczowe: sieć trakcyjna, interoperacyjność, techniczna specyfikacja dla zapewnienia interoperacyjno-
ści w podsystemie energetycznym, koleje konwencjonalne, koleje dużych prędkości, mechaniczna skrajnia ki-
nematyczna pantografu, elektryczna skrajnia kinetyczna pantografu, suplement do technicznej specyfikacji dla
zapewnienia interoperacyjności w podsystemie energetycznym
Technical Specification Energy 2015 – Harmonized Design of Overhead Contact Lines 73

Техническая спецификация TSI Energy 2015 – согласованный проект

контактых линий
Резюме
В декабре 2014 г. была опубликована техническая спецификация для интероперабельности в области
энергоэлектрической подсистемы в Европейском союзе. Эта спецификация вступает в силу с 1 января
2015 г. и заменяет прежние индивидуальные технические спецификации для интероперабельности для
систем традиционной и высокоскоростной железных дорог. Документ подробно определяет правила
проектирования механической кинематической контурной линии пантографа и максимального боко-
вого отклонения контактного провода. Согласованные установки приводят к планировке данных для
контактного провода которые отличаются от значений проектированных раньше. Кроме того в статье
определяются необходимые приложения к технической спецификации для интероперабельности в об-
ласти энергоэлектрической подсистемы.

Ключевые слова: контактная сеть, интероперабельность, техническая спецификация для интеропера-

бельности, энергоэлектрическая подсистема, традиционная железная дорога, высокоскоростная же-
лезная дорога, механическая кинематическая контурная линия пантографа, электрическая кинемати-
ческая контурная линия пантографа, приложения к технической спецификации для интероперабель-
ности в области энергоэлектрической подсистемы